FINITE ELEMENT ANALYSIS OF CHERVOLET FRONT HUB

WITH THE HELP OF INVENTER

Preeti Vishwakarma*
Mukesh Kanungoo**

ABSTRACT
In this paper, we have done analysis and weight reduction of wheel hub with the help of finite
element analysis .We show the result of present wheel hub material (cast iron)and compare with
proposed model material(Nylon, molybdenum Disulphide) analysis. Finite element analysis as a
method for reduction of cost in term of material and manufacturing. Commercial vehicle industry
is focusing on bringing quality products at competitive costs. While product weight has got a
direct impact on the cost of the component, it also has an impact in the operating profits in case
of a commercial vehicle. This paper explains the use of the design and development of hub ,the
result of this project is shown that proposed hub which based on

Nylon, molybdenum

Disulphide material is 64.2% less then the cast iron hub. Based on these optimization outputs,
new practical designs were generated and FE analysis was carried out for the optimized design to
verify the strength of the hub. This optimized material resulted in weight saving of the wheel hub
without affecting the functional requirement.

Keywords-Research and Development of wheel hub

*Student, M.Tech. Final Year, Oriental Institute of Science and Technology,

BHOPAL

**Mechanical Deptt., Oriental Institute of Science and Technology, BHOPAL

I. INTRODUCTION

This Project is based on analysis of chervolet front hub for weight reduction and increase the
strength of hub by the help of Altair. The weight and dimension of the hub must be as small as
possible because of the un sprung weight which further reduce the rotational mass. Engineering
component with optimum use of material and easy manufacturability is a direction where prior
simulation through finite element method is found to be very useful. Wheel hub of car is one of
the major and very important components and needs very good material and design in low cost
and avoids failure. The three basic elements of a wheel are the hub, the spokes and the rim.
Sometimes these components will be one piece, sometimes two or three. The hub is the centre
portion of the wheel and is the part where the wheel is attached to the suspension through the
wheel carrier (or knuckle). The spokes radiate out from the hub and attach to the rim. The rim is
the outer part of the wheel that holds the tyre. A hub assembly contains the wheel bearing and
hub to mount the wheel to vehicle .It is located between the brake rotor and axle
A.1 Design consideration
The bolt pattern is determined the by the number of bolt on the wheel hub. Selection of material
strong enough to take the weight of the car. Wheel bearing in the hub depending on ID and OD
of spindle coming out of hub. Type of lug nuts or bolts.

Wheel hub is highly streed safety component which must not fail under the applied loading
condition. The main parameters for design of wheel hub assembly are loading condition,
manufacturing process and material behaviour. The influence of these parameters are interactive
so material fatigue behaviour will be change depending upon the wheel hub design and loading
condition.

1) Selection of material: Any engineering component has one or more functions (to support a
load, to contain a pressure, to transmit heat, etc.).The designer has an objective (to make it as
cheap as possible, or as light as possible, or as safe as possible or some combination of
these).The component must carry the given load without failure, it should function in a certain
temperature range, etc. he objective must be achieved subject to constraints.

"

2)Material property: cost, density, modulus, strength, endurance limit, thermal conductivity,
expansion coefficient ,Mechanical property- Hardness, Elastic constants, Yield strength,
Ultimate strength, Fatigue, Fracture Toughness, Creep, Damping, Wear resistance, Spalling,
Ballistic performance
3) Material selection methodology: Translate the design requirements into materials
specifications. It should take into consideration the design objectives, constraints and free
variables.

Screening out of materials that fail the design constraints. Ranking the materials by their ability
to meet the objectives. Search for supporting information for the material candidates We select
the Nylon, molybdenum Disulphide as compare to cast iron Nylon, molybdenum disulphides is
-Low surface friction, Increased surface hardness, Increased heat resistance, Higher tensile
properties Improved dimensional stability Enhanced sliding properties, Higher abrasion
resistance, Low water absorption, Exceptional impact and notched impact strength, Good
resistance to stress cracking, Excellent noise and vibration damping properties. Availble property
of Nylon, molybdenum disulphides.

Density, ASTM D792

Water Absorption, ASTM D570, at 24 hours

Water Absorption at Saturation, ASTM D570

Hardness, Rockwell R, ASTM D785

Tensile Strength, Yield, ASTM D638

Elongation at Break, ASTM D638

Tensile Modulus, ASTM D638

Izod Impact, Notched, ASTM D256

K (wear) Factor, ASTM D3702, 40 psi, 50 fpm

Volume Resistivity, ASTM D257

Dielectric Constant, ASTM D150

Dielectric Strength, ASTM D149

CTE, linear, ASTM D696

Specific Heat Capacity

Melting Point, ASTM D2133

Maximum Service Temperature, Air, ASTM UL746B, Long Term

Maximum Service Temperature, Air, Intermittent

Deflection Temperature at 0.46 MPa (66 psi), ASTM D648

Deflection Temperature at 1.8 MPa (264 psi), ASTM D648

Flammability, UL94

Von Mises stress is widely used by designers, to check whether their design will withstand given
load condition. In this lecture we will understand Von Mises stress in a logical way. Use of Von
Mises stress
Von mises stress is considered to be a safe haven for design engineers. Using this information an
engineer can say his design will fail, if maximum value of Von Mises stress induced in the
material is more than strength of the material. It works well for most of the cases, especially
when material is ductile in nature.
Distortion energy theory-Concept of Von mises stress arises from distortion energy failure
theory. According to distortion energy theory failure occurs, when distortion energy in actual
case is more than distortion energy in simple tension case at the time of failure.
Distortion energy-It is the energy required for shape deformation of a material. During pure
distortion shape of the material changes, but volume does not change.
Distortion energy required per unit volume, ud for a general 3 dimensional case is given in terms
of principal stress values as

Distortion energy for simple tension case at the time of failure is given as

Expression for Von Mises stress

Above 2 quantities can be connected using distortion energy, so the condition of failure will be
as follows.

Left hand side of above equation is denoted as Von Mises stress.

So as a failure criterion engineer can check, whether Von Mises stress induced in the material
exceeds yield strength (for ductile) of the material. So the failure condition can be simplified as

Industrial
dustrial Application of Von Mises Stress
Distortion energy theory is the most preferred failure theory used in industry. It is clear from
above discussions that whenever an engineer resorts to distortion energy theory he can use Von
Mises stress as failure criterion.

Design factor and safety factor

The difference between the safety factor and design factor (design safety factor) is as follows:
The safety factor is how much the designed part actually will be able to withstand (first "use"
from above). The design factor is what the item is required to be able to withstand (second
"use"). The design factor is defined for an application (generally provided in advance and often
set by regulatory code or policy) and is not an actual calculation, the safety factor
factor is a ratio of
maximum strength to intended load for the actual item that was designed.

Design load being the maximum load the part should ever see in service.

By this definition, a structure with a FOS of exactly 1 will support only the design load and no
more. Any additional load will cause the structure to fail. A structure with a FOS of 2 will fail at
twice the design load.
Maximum Principal Strain Theory (St. Venants Theory)
Strain is an actual physical quantity related to the change in dimensions, but stress is an abstract
concept, that is, internal resistance per unit area. Even for the determination of stresses, strain
gauges are used to measure the strains and the principal stresses are indirectly measured using
the Youngs modulus and Poissons ratio of the material. In this theory, it is assumed that failure
by yielding of a material takes place when the maximum principal strain in the material
subjected to principal stresses is equal to the strain at the yield point in a simple tension or
compression test.
COMPARATIVE ANALYSIS OF RELATED WORK

Lots of work has been done in the field of automobile performance analysis using finite element
method rules and various alternatives and improvements have been proposed. We also have done
compare analysis of two materials which one existing cast iron and second are
nylonmolybdenum disulphide. The result is show volume and weight reduction analysis of these
materials.
Problem description
Most of the mechanical systems are subjected to dynamic loading causing teeth crack, noise,
teeth fatigue. The fundamental task is make small weight hub and strength is also increase. Using
the Altair find out load is applied with different material we use nylon with composite and cast
iron. Another key issue is how design hub when bearing load is applied including pin constraints
and principle stress in all dimension also consider. During the design process, model parameters
are often altered to evaluate alternative design choices, reduce weight.

Generic speciation of hub

1) Material used: - Nylon with composite (Nylon, molybdenum disulphide), second analysis with
cast iron
2) Type Chervolet hub

3) Application for case study Automobile

Wheel hub assembly
In design stage, we estimated all the force acting on hub and disc.
The wheel hub was modeled in inventor with given parameter.
The forces were applied on model using finite element analysis in hypermesh.
The thickness of hub was varied in increment of 2mm till a factor of safety value of 2 was
attained. Thus the final design of wheel hub is complete.
Methodology of wheel hub
1) Computational approach- Following software tools will be used- Inventor for modelling and
analysis
2) Experimental set-up-using Chevrolet hub
Steps for the proposed work
Creation of modelling of hub .
Importing the geometry for meshing.
Solving for the meshed model to identify mode shapes.
Viewing the results
Modifying the geometry/ mass Solving the meshed model again to identify mode shapes.
Comparison / Interpretation of the results Recommendations.

Expected results
The modal analysis should help identifying weight reduction by use nylon with composite.
Stress Analysis Report (cast iron)
NAME

MINIMUM

Volume

145364 mm3

Mass

1.05389 kg

Vonmises

0.0031221

stress

Mpa

st

MAXIMUM

6.42715 Mpa

Principal

-1.45405 Mpa

3.7039 Mpa

Principal

-6.57182 Mpa

0.594782 Mpa

0 mm

0.000141226

stress
3rd
stress
Displacement

mm
Safety factors

Stress

15 ul

Analysis

15 ul

Report

(Nylon,

molybdenum Disulphide)
NAME

MINIMUM

MAXIMUM

Volume

145364 mm3

Mass

0.164261kg

Vonmises stress

0.000241144Mpa

6.31064 Mpa

1st

Principal

-2.03842Mpa

3.58666 Mpa

Principal

-6.66909Mpa

0.87432 Mpa

Displacement

0mm

0.00570327 Mpa

Safety factors

13.1129 ul

15ul

stress
3rd
stress

The analysis report

would help identifying the values to be omitted while making a

recommendation at the `vehicle level (complete assembly). , a weight savings of 64.2% coupled
with an increase in yield

Strength of hub is realized in the optimized design of the wheel hub, so the cost of part is also
reduced.
Besides, the reason of failure during operation might be the base of the hub as this has been
found from the compilation of historical data during the study. Better results can be obtained
while generating finer mesh at this region of interest.

Conclusion
The weight and dimension of the hub is such that it reduces the rotational mass and increase
strength. The calculated parameter help us to design wheel hub The design part gives stability
during rotation of the wheel .The design project enabled us to understand the various forces that
act on a hub. Carry out physical experimentation to validate the model

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and applied fracturer mechanics, vol 09-02-1988 ;author :S.dhar
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